Vulnerable road user warning system for a vehicle

The present disclosure relates to a vulnerable road user warning system for a vehicle that receives wireless signals over a communication network, where the wireless signals indicate the position, speed, and trajectory of a vulnerable road user located in an environment surrounding the vehicle.

A vehicle may include perception sensors such as, for example, cameras, radar, and LiDAR for collecting perception data indicative of the environment surrounding the vehicle. One specific type of object that may be located in the environment surrounding the vehicle is a vulnerable road user. Some examples of vulnerable road users include pedestrians, cyclists, and road workers.

Sometimes objects located in the surrounding environment may not be seen or detected by the perception sensors for a variety of different reasons. One reason a vulnerable road user may not be seen or detected by a vehicle's perception sensors is because of low-light or adverse weather conditions such as heavy rain, snow, and fog. Specifically, low-light and adverse weather conditions may lead to reduced visibility, which hinders a camera's ability to capture clear images of the environment. Furthermore, objects located in the surrounding environment may occlude the line-of-sight between a vulnerable road user and a perception sensor. As an example, a bus or other vehicle located in the surrounding environment may occlude the line-of-sight between a pedestrian and a host vehicle's camera. It is also to be appreciated that sometimes the field-of-view of a perception sensor may be limited. As a result, a camera or other perception sensor may only capture a portion of a scene, potentially missing relevant objects that are located along the sides or periphery of the scene.

Thus, while current perception sensors achieve their intended purpose, there is a need in the art for an improved approach for detecting and classifying the location of a vulnerable road user with respect to a vehicle.

According to several aspects, a vulnerable road user warning system for a vehicle is disclosed. The vulnerable road user warning system includes one or more controllers that receive wireless signals from a communication network indicating the location, speed, and trajectory of a vulnerable road user located in an environment surrounding the vehicle. The one or more controllers include one or more processors that execute instructions to determine the vehicle is either making a turn or maintaining a straight trajectory based on a path prediction radius of the vehicle. In response to determining the vehicle is maintaining the straight trajectory, the one or more controllers determine a position and speed of the vulnerable road user based on the wireless signals. The one or more controllers calculate a relative heading angle between the vulnerable road user and the vehicle. The one or more controllers compare the relative heading angle with a lower limit threshold heading angle and an upper limit threshold heading angle. In response to determining the relative heading angle is greater than the lower limit threshold heading angle and less than the upper limit threshold heading angle, the one or more controllers determine a potential intersection exists between the vehicle and the vulnerable road user. In response to determining a potential intersection exists between the vehicle and the vulnerable road user, the one or more controllers compare a position of the vulnerable road user with a lateral distance threshold value and a stopping distance of the vehicle. In response to determining the position of the vulnerable road user intersects with the lateral distance threshold value and the stopping distance of the vehicle, the one or more controllers determine a conflict box. In response to determining the distance measured between the front of the vehicle and a closest side of the conflict box is less than the stopping distance of the vehicle, the one or more controllers determine potential imminent contact exists between the vulnerable road user and the vehicle, and in response to determining the potential imminent contact exists between the vulnerable road user and the vehicle, the one or more controllers instruct the vehicle to execute one or more preventative actions to avoid contact between the vehicle and the vulnerable road user.

In another aspect, the one or more preventative actions include instructing an autonomous driving system to change a trajectory of the vehicle to avoid contacting the vulnerable road user.

In yet another aspect, the conflict box is determined based on a predicted point of intersection between the vulnerable road user and the vehicle.

In an aspect, the predicted point of intersection is calculated based on a predicted trajectory of the vehicle and a predicted trajectory of the vulnerable user.

In another aspect, the conflict box includes four sides of equal length that create a square, and where the predicted point of intersection is located at a center of the conflict box.

In yet another aspect, the longitudinal sides of the conflict box are lengthened as a function of the speed of the vehicle.

In an aspect, lateral sides of the conflict box are lengthened as a function of the speed of the vulnerable road user.

In another aspect, the lateral distance threshold value is the sum of a left lateral distance threshold, a right lateral distance threshold, a left width buffer distance, and a right width buffer distance.

In yet another aspect, the left lateral distance threshold is determined based on a lane width of a lane the vehicle is traveling along and a left lane multiplier, and the right lateral distance threshold is determined based on the lane width of the lane and a right lane multiplier.

In an aspect, the left lateral distance threshold is greater than the right lateral distance threshold.

In another aspect, the path prediction radius is measured from a center of a circular predicted path that the vehicle follows while executing the turn.

In yet another aspect, the one or more controllers execute instructions to in response to determining the vehicle is making a turn, compare the position of the vulnerable road user with the lateral distance threshold value and the stopping distance of the vehicle, where the lateral distance threshold value is centered along the circular predicted path that the vehicle follows.

In an aspect, the one or more controllers execute instructions to in response to determining the stopping distance of the vehicle is less than or equal to the position of the vulnerable road user and the position of the vulnerable road user falls within the lateral distance threshold value centered along the circular predicted path, determine the potential imminent contact exists between the vulnerable road user and the vehicle.

In another aspect, the one or more controllers execute instructions to instruct an autonomous driving system to delay launching the vehicle from a stop at an immediate intersection where a traffic signal controller is located based on the wireless signals received from the communication network, where the wireless signals include information regarding the traffic signal controller and geometric data regarding an intersection where the traffic signal controller is located that are part of.

In yet another aspect, the communication network is based on the vehicle-to-everything (V2X) communication protocol.

In an aspect, a method for determining potential imminent contact between a vulnerable road user and a vehicle. The method includes determining, by one or more controllers, the vehicle is either making a turn or maintaining a straight trajectory based on a path prediction radius of the vehicle, where the one or more controllers receive wireless signals from a communication network indicating a location, speed, and trajectory of a vulnerable road user located in an environment surrounding the vehicle. In response to determining the vehicle is maintaining the straight trajectory, the method includes determining a position and speed of the vulnerable road user based on the wireless signals. The method includes calculating a relative heading angle between the vulnerable road user and the vehicle. The method includes comparing the relative heading angle with a lower limit threshold heading angle and an upper limit threshold heading angle. In response to determining the relative heading angle is greater than the lower limit threshold heading angle and less than the upper limit threshold heading angle, the method includes determining a potential intersection exists between the vehicle and the vulnerable road user. In response to determining a potential intersection exists between the vehicle and the vulnerable road user, the method includes comparing a position of the vulnerable road user with a lateral distance threshold value and a stopping distance of the vehicle. In response to determining the position of the vulnerable road user intersects with the lateral distance threshold value and the stopping distance of the vehicle, the method includes determining a conflict box. In response to determining a distance measured between the front of the vehicle and a closest side of the conflict box is less than the stopping distance of the vehicle, the method includes determining the potential imminent contact exists between the vulnerable road user and the vehicle. In response to determining the potential imminent contact exists between the vulnerable road user and the vehicle, the method includes instructing the vehicle to execute one or more preventative actions to avoid contact between the vehicle and the vulnerable road user.

In another aspect, a vulnerable road user warning system for a vehicle is disclosed. The vulnerable road user warning system includes one or more controllers that receive wireless signals from a communication network indicating the location, speed, and trajectory of a vulnerable road user located in an environment surrounding the vehicle. The one or more controllers include one or more processors that execute instructions to determine the vehicle is either making a turn or maintaining a straight trajectory based on a path prediction radius of the vehicle. In response to determining the vehicle is maintaining the straight trajectory, the one or more controllers determine a position and speed of the vulnerable road user based on the wireless signals. The one or more controllers calculate a relative heading angle between the vulnerable road user and the vehicle. The one or more controllers compare the relative heading angle with a lower limit threshold heading angle and an upper limit threshold heading angle. In response to determining the relative heading angle is greater than the lower limit threshold heading angle and less than the upper limit threshold heading angle, the one or more controllers determine a potential intersection exists between the vehicle and the vulnerable road user. In response to determining a potential intersection exists between the vehicle and the vulnerable road user, the one or more controllers compare a position of the vulnerable road user with a lateral distance threshold value and a stopping distance of the vehicle. In response to determining the position of the vulnerable road user intersects with the lateral distance threshold value and the stopping distance of the vehicle, the one or more controllers determine a conflict box. In response to determining a distance measured between the front of the vehicle and a closest side of the conflict box is less than the stopping distance of the vehicle, the one or more controllers determine potential imminent contact exists between the vulnerable road user and the vehicle. In response to determining the potential imminent contact exists between the vulnerable road user and the vehicle, the one or more controllers instruct an autonomous driving system to change a trajectory of the vehicle to avoid contacting the vulnerable road user.

In another aspect, the one or more controllers execute instructions to in response to determining the vehicle is making a turn, compare the position of the vulnerable road user with the lateral distance threshold value and the stopping distance of the vehicle, where the lateral distance threshold value is centered along a circular predicted path that the vehicle follows.

In yet another aspect, the one or more controllers execute instructions to in response to determining the stopping distance of the vehicle is less than or equal to the position of the vulnerable road user and the position of the vulnerable road user falls within the lateral distance threshold value centered along the circular predicted path, determine the potential imminent contact exists between the vulnerable road user and the vehicle.

In an aspect, the communication network is based on the V2X communication protocol.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

1 FIG. 1 FIG. 10 12 10 10 20 22 24 26 28 30 10 32 34 10 20 34 10 Referring to, a vehicleincluding the disclosed vulnerable road user warning systemis illustrated. It is to be appreciated that the vehiclemay be any type of vehicle such as, but not limited to, a sedan, a truck, sport utility vehicle, van, or motor home. In the non-limiting embodiment as shown in, the vehicleincludes one or more controllersin electronic communication with a plurality of perception sensors, a braking system, an autonomous driving system, one or more haptic devicesthat create haptic feedback upon a handwheelof the vehicle, a display, and one or more systemsthat are part of the vehicle. The one or more controllersreceive a plurality of sensor outputs from the one or more systemsthat are part of the vehicle. The plurality of sensor inputs includes vehicle speed, yaw rate, vehicle position, and vehicle heading.

20 36 36 36 36 40 10 40 42 10 The one or more controllersare also in wireless communication with a communication network. In one embodiment, the communication networkis based on the vehicle-to-everything (V2X) communication protocol and the wireless signals received from the communication networkinclude one or more personal safety messages (PSM), one or more sensor data sharing messages (SDSM), and one or more signal phase and timing and map data (SPAT/MAP) messages. However, it is to be appreciated that the communication networkis not limited to the V2X protocol and any other wireless communication protocol that indicates the position, speed, and trajectory of one or more vulnerable road userslocated in the environment surrounding the vehiclemay be used as well. In addition to the vulnerable road users, in one embodiment the wireless signals may also indicate the position, speed, and trajectory of one or more vehicleslocated in the environment surrounding the vehicle.

36 44 10 46 44 44 44 10 44 46 44 44 In some embodiments, the wireless messages from the communication networkmay also include information regarding the traffic signal controllerslocated in the environment surrounding the vehicleand the geometric data regarding the intersectionwhere the traffic signal controlleris located. The information regarding the traffic signal controllersmay include the current phase of one or more traffic signal controllerslocated in the environment surrounding the vehicle, the remaining time in the current phase, and the sequence of upcoming phases for each lane at the intersection where the traffic signal controlleris located. The geometric data regarding the intersectionwhere the traffic signal controlleris located includes, for example, lane connections, lane markings, and the location of the traffic signal controller.

22 10 22 50 52 54 56 58 1 FIG. The plurality of perception sensorsare each configured to collect perception data indicative of the environment surrounding the vehicle. In the non-limiting embodiment as shown in, the plurality of perception sensorsinclude one or more cameras, an inertial measurement unit (IMU), a global positioning system (GPS), radar, and LiDAR, however, it is to be appreciated that different or additional sensors may be used as well.

24 14 10 26 32 10 32 10 The braking systemincludes a set of brakes corresponding to each wheelof the vehicle. The autonomous driving systemmay be part of a fully autonomous driving system such as an automated driving system (ADS) or, alternatively, a semi-autonomous driving system such an advanced driver assistance system (ADAS). The displayshows graphics and images that are visible to the driver of the vehicleand may be, for example, a liquid crystal display (LCD). In one non-limiting embodiment, the displayis part of an infotainment system of the vehicle.

12 40 10 36 40 10 12 10 10 40 32 10 10 24 10 40 28 30 26 10 40 As explained below, the disclosed vulnerable road user warning systemdetermines potential imminent contact between a vulnerable road userlocated in the surrounding environment and the vehiclebased on the wireless signals received from the communication network. In response to determining the potential imminent contact exists between the vulnerable road userand the vehicle, the vulnerable road user warning systemmay then instruct the vehicleto execute one or more preventative actions to avoid contact between the vehicleand the vulnerable road user. In one embodiment, the one or more preventative actions include generating a message upon the displayof the vehicleinforming one or more occupants of the vehicleof the potential imminent contact. In another embodiment, the one or more preventative actions include engaging the braking systemto slow down or bring the vehicleto a stop to avoid contact with the vulnerable road user. In yet another embodiment, the one or more preventative actions include creating an alert by instructing the one or more haptic devicesto create haptic feedback upon the handwheel. In still another embodiment, the one or more preventative actions include instructing the autonomous driving systemto change the trajectory of the vehicleto avoid contacting the vulnerable road user.

2 FIG. 1 FIG. 3 FIG. 3 FIG. 20 20 60 62 64 66 68 70 60 20 34 10 10 10 80 10 60 10 10 10 is a block diagram illustrating the software architecture for the one or more controllersshown in. The one or more controllersinclude a path prediction module, a coordinate generation module, a maneuver estimation module, a classification module, a conflict boxing module, and a traffic signal module. The path prediction moduleof the one or more controllersreceives the vehicle speed and the yaw rate from the from the one or more systemsthat are part of the vehicleas input and determines a path prediction radius r of the vehicle(shown in).illustrates the vehicleexecuting a turn, where the path prediction radius r is measured from a center C of a circular predicted paththat the vehiclefollows while executing a turn. The path prediction moduledetermines the path prediction radius r based on the vehicle speed and the yaw rate of the vehicle. Specifically, the path prediction radius r of the vehicleis equal to the vehicle speed divided by the yaw rate (vehicle speed/yaw rate). It is to be appreciated that the path prediction radius r is indicative of the vehicleeither making a turn or maintaining a straight trajectory as well as the direction of the turn.

62 20 10 40 10 10 40 40 10 10 22 52 54 40 36 1 FIG. The coordinate generation moduleof the one or more controllersreceives latitude and longitudinal coordinates indicating the position of the vehicleand latitude and longitudinal coordinates indicating the position of a vulnerable road user() located in the environment surrounding the vehicleas input, and determines the position of the vehiclein Earth-centered, Earth-fixed (ECEF) coordinates and the position of the vulnerable road userin east, north, up (ENU) coordinates. The position of the vulnerable road userin ENU coordinates is then rotated in relation to the heading of the vehicle. It is to be appreciated that the latitude and longitudinal coordinates indicating the position of the vehicleis determined based on the perception data collected by the plurality of perception sensors(the IMUand the GPS), and the latitude and longitudinal coordinates indicating the position of a vulnerable road usermay be determined based on the wireless signals from the communication network(e.g., the one or more personal safety messages and the one or more sensor data sharing messages).

64 20 10 60 64 10 10 64 20 10 10 64 20 10 64 20 10 3 FIG. The maneuver estimation moduleof the one or more controllersreceives the path prediction radius r of the vehicle(shown in) determined by the path prediction moduleas input. The maneuver estimation moduledetermines the vehicleis either making a turn or maintaining a straight trajectory based on the path prediction radius r of the vehicle. Specifically, the maneuver estimation moduleof the one or more controllerscompares an absolute value of the path prediction radius r of the vehiclewith a threshold radius value, where the threshold radius value is indicative of the vehiclemaking a turn. If the path prediction radius r is less than the threshold radius value, the maneuver estimation moduleof the one or more controllersdetermines the vehicleis making a turn. Otherwise, the maneuver estimation moduleof the one or more controllersdetermines the vehicleis maintaining the straight trajectory.

10 64 10 10 64 64 In response to determining the vehicleis making a turn, the maneuver estimation modulethen determines the direction of the turn by comparing the path prediction radius r of the vehiclewith the value zero. In response to determining the path prediction radius r of the vehicleis greater than zero, the maneuver estimation modulethen determines the direction of the turn is right, otherwise the maneuver estimation modulethen determines the direction of the turn is left.

66 20 10 64 10 40 36 64 10 10 66 40 36 40 40 The classification moduleof the one or more controllersreceives an indication that the vehicleis either maintaining a straight trajectory or making a turn from the maneuver estimation module, the position of the vehiclein ECEF coordinates, the position of the vulnerable road userin ENU coordinates, and the wireless signals from the communication network. In the present example, the maneuver estimation modulehas determined the vehicleis maintaining a straight trajectory. In response to determining the vehicleis maintaining a straight trajectory, the classification modulemay determine one or more attributes of the vulnerable road userbased on the one or more personal safety messages and the one or more sensor data sharing messages that are included in the wireless signals received from the communication network. The one or more attributes of vulnerable road userinclude features such as, but not limited to, type of user (e.g., pedestrian, cyclist, etc.), speed, and position (i.e., a latitude and longitude of the vulnerable road user).

66 20 40 40 40 10 10 40 66 40 40 1 FIG. The classification moduleof the one or more controllerscompares the speed of the vulnerable road userwith a threshold speed that is indicative the vulnerable road user() moving. For example, the threshold speed is selected to indicate the vulnerable road useris performing activities such as walking or riding a bicycle. In other words, the threshold speed is selected to remove stationary vulnerable road users who may generate data indicating negligible movement that is created by noise in the data. It is to be appreciated that stationary vulnerable road users who are within a lateral threshold distance from the center of the vehicleare not removed so as to consider individuals located directly in front of the vehicle. In embodiments, the lateral distance threshold is about four meters. In response to determining the vulnerable road useris moving, the classification moduleestimates the heading of the vulnerable road userbased on a change in the position (i.e., a change in the latitude and longitude) over time. In one non-limiting embodiment, the heading of the vulnerable road usermay be determined by a Kalman filter.

66 20 82 40 10 82 10 40 66 82 1 2 1 2 10 40 1 2 4 FIG. 4 FIG. 4 FIG. The classification moduleof the one or more controllersthen calculates a relative heading angle(shown in) between the vulnerable road userand the vehicle, where the relative heading angleis determined based on the heading of the vehicleand the heading of the vulnerable road user. The classification modulethen compares the relative heading anglewith a lower limit threshold heading angle Aand an upper limit threshold heading angle A, which are both shown in. The lower limit threshold heading angle Aand the upper limited threshold heading angle Aare selected to capture an intersection between movement of the vehicleand movement the vulnerable road userand in embodiments is determined based on empirical data. In the non-limiting embodiment as shown in, the lower limit threshold heading angle Ais about 35 degrees and the upper limit threshold heading angle Ais about 135 degrees, however, it is to be appreciated that other values may be used as well.

82 1 2 1 82 2 66 10 40 66 10 40 12 36 In response to determining the relative heading angleis greater than the lower limit threshold heading angle Aand less than the upper limit threshold heading angle A(A<relative heading angle<A), the classification modulemay determine a potential intersection between the vehicleand the vulnerable road userexists. Otherwise, the classification moduledetermines no potential intersection between the vehicleand the vulnerable road userexists, and the vulnerable road user warning systemmay continue monitoring data received from the communication network.

1 2 FIGS.and 5 FIG. 6 FIG. 10 40 66 20 40 10 40 10 40 10 68 100 Referring to, as explained in detailed below, in response to determining a potential intersection exists between the vehicleand the vulnerable road user, the classification moduleof the one or more controllersmay then compare the position of the vulnerable road user(which is determined based on the latitude and longitude) with a lateral distance threshold value L (shown in) and a stopping distance of the vehicle. The lateral distance threshold value L is indicative of the vulnerable road userbeing positioned along the trajectory of the vehiclein the lateral direction. In response to determining the lateral position of the vulnerable road userintersects with the lateral distance threshold value L and the stopping distance of the vehicle, the conflict boxing modulemay then calculate a conflict box(), which is described below.

1 2 FIGS.and 5 FIG. 66 40 66 40 40 90 10 Continuing to refer to, the classification modulemay then convert the latitude and longitude of the vulnerable road userinto an x-coordinate and a y-coordinate (VRU_X, VRU_Y) that are expressed based on the vehicle coordinate system. The classification modulethen compares the y-coordinate of the vulnerable road userwith the lateral distance threshold value L. Referring to, the lateral distance threshold value L is indicative of the vulnerable road userbeing positioned in front of and in the same lanethe vehicleis traveling along.

92 94 96 98 92 90 94 90 92 94 92 94 99 10 5 FIG. The lateral distance threshold value L is the sum of a left lateral distance threshold, a right lateral distance threshold, a left width buffer distance, and a right width buffer distance. The left lateral distance thresholdis determined based on the lane width W of the laneand a left lane multiplier, and the right lateral distance thresholdis determined based on the lane width W of the laneand a right lane multiplier. Specifically, in one non-limiting embodiment, the left lateral distance thresholdis the lane width W multiplied by the left lane multiplier (W*left lane multiplier), and the right lateral distance thresholdis the lane width W multiplied by the right lane multiplier (W*right lane multiplier). As seen in, the left lateral distance thresholdis greater than the right lateral distance thresholdto accommodate oncoming laneslocated to the left of the vehicle. Merely by way of example, in one embodiment the left lane multiplier is about 2.0 and the right lane multiplier is 0.5.

1 2 5 FIGS.,, and 6 FIG. 40 66 40 10 12 36 40 66 40 90 10 66 40 10 40 10 66 40 10 12 36 40 10 68 100 Referring to, in response to determining the y-coordinate of the vulnerable road userintersects with the lateral distance threshold value L, the classification moduledetermines the vulnerable road useris not located along the trajectory of the vehicleand is located either along a sidewalk or an adjacent lane of travel. Accordingly, the vulnerable road user warning systemmay continue monitoring data received from the communication network. In response to determining the y-coordinate of the vulnerable road userintersects with the lateral distance threshold value L, the classification moduledetermines the vulnerable road useris located in front and in the same laneas the vehicle. The classification modulemay then compare the x-coordinate of the vulnerable road userwith the stopping distance of the vehicle. In response to determining the x-coordinate of the vulnerable road useris less than or equal to the stopping distance of the vehicle, the classification moduledetermines the vulnerable road useris not located along the trajectory of the vehicle. Accordingly, the vulnerable road user warning systemmay continue monitoring data received from the communication network. In response to determining the x-coordinate of the vulnerable road useris greater than the stopping distance of the vehicle, the conflict boxing modulemay then determine the conflict box().

2 6 FIGS.and 100 102 40 10 102 10 40 10 10 40 40 Referring to both, the conflict boxis determined based on a predicted point of intersectionbetween the vulnerable road userand the vehicle. The predicted point of intersectionis calculated based on a predicted trajectory of the vehicleand a predicted trajectory of the vulnerable road user. The predicted trajectory of the vehicleis determined based on the speed, position, and heading of the vehicleand the predicted trajectory of the vulnerable road useris determined based on the speed, position, and heading of the vulnerable road user.

6 FIG. 6 FIG. 100 104 102 106 100 100 104 100 104 10 104 10 10 40 104 100 104 40 104 40 10 40 In the non-limiting embodiment as shown in, the conflict boxincludes four sidesof equal length that create a square, where the predicted point of intersectionis located at a centerof the conflict box. Althoughillustrates the conflict boxas a square, in another embodiment the longitudinal sidesof the conflict box(i.e., the left and right sides) are lengthened as a function of the speed of the vehicle. Specifically, in one embodiment, the longitudinal sidesare lengthened based on the speed of the vehiclemultiplied by a vehicle-based buffer time, where the vehicle-based buffer time is a configurable parameter that is provided so as to provide extra time to execute one or more preventative actions to avoid contact between the vehicleand the vulnerable road user. Similarly, in one non-limiting embodiment, the lateral sidesof the conflict box(i.e., the top and bottom sides) are lengthened as a function of the speed of the vulnerable road user. Specifically, in one embodiment, the lateral sidesare lengthened based on the speed of the vulnerable road usermultiplied by a road user-based buffer time. Similar to the vehicle-based buffer time, the road-user based buffer time is a configurable parameter that is provided so as to provide extra time to execute one or more preventative actions to avoid contact between the vehicleand the vulnerable road user.

100 68 20 110 10 104 100 112 10 110 10 104 100 112 68 20 40 10 12 10 40 110 10 104 100 112 68 20 12 36 Once the conflict boxis determined, the conflict boxing moduleof the one or more controllersmay then compare a distance D measured between the frontof the vehicleand the closest sideof the conflict boxwith the stopping distanceof the vehicle. In response to determining the distance D measured between the frontof the vehicleand the closest sideof the conflict boxis less than the stopping distance, the conflict boxing moduleof the one or more controllersdetermines the potential imminent contact exists between the vulnerable road userand the vehicle. As mentioned above, the vulnerable road user warning systemmay then execute one or more preventative actions to avoid contact between the vehicleand the vulnerable road user. In response to determining the distance D measured between the frontof the vehicleand the closest sideof the conflict boxis equal to or greater than the stopping distance, the conflict boxing moduleof the one or more controllersdetermines no potential imminent contact exists, and the vulnerable road user warning systemmay continue to monitor the communication network.

2 FIG. 66 20 10 64 64 10 66 10 10 Referring to, as mentioned above, the classification moduleof the one or more controllersreceives an indication that the vehicleis either maintaining a straight trajectory or making a turn from the maneuver estimation module. In the present example, the maneuver estimation modulehas determined the vehicleis making a turn. In some embodiments, the classification modulemay also confirm the vehicleis making a turn by receiving a signal indicating the turn signal is activated or a signal indicating a handwheel angle exceeds a threshold value. The turn signal or the handwheel angle may be used so as to confirm that the vehicleis not simply changing lanes instead of making a turn.

10 66 20 40 10 80 10 66 20 40 10 10 40 66 40 10 12 36 7 FIG. In response to determining the vehicleis making a turn, the classification moduleof the one or more controllersmay compare the position of the vulnerable road user(which is determined based on the latitude and longitude) with the lateral distance threshold value L and a stopping distance of the vehicle, where the lateral distance threshold value L is centered along the circular predicted paththat the vehiclefollows (shown in). Specifically, the classification moduleof the one or more controllersmay then compare the x-coordinate of the vulnerable road userwith the stopping distance of the vehicle. In response to determining stopping distance of the vehicleis greater than the x-coordinate of the vulnerable road user, the classification moduledetermines the vulnerable road useris not located along the trajectory of the vehicle. Accordingly, the vulnerable road user warning systemmay continue monitoring data received from the communication network.

7 FIG. 3 FIG. 80 10 92 96 80 94 98 80 10 40 66 20 40 80 10 40 80 66 40 10 12 36 is a diagram of the path prediction radius r shown in, where the lateral distance threshold value L is centered along the circular predicted paththat the vehiclefollows, where the left lateral distance thresholdand the left width buffer distanceare located to the left of the circular predicted pathand the right lateral distance thresholdand the right width buffer distanceare located to the right of the circular predicted path. In response to determining stopping distance of the vehicleis less than or equal to the x-coordinate of the vulnerable road user, the classification moduleof the one or more controllersmay then compare the y-coordinate of the vulnerable road userwith the lateral distance threshold value L that is centered along the circular predicted pathof the vehicle. In response to determining the y-coordinate of the vulnerable road userfalls outside the lateral distance threshold value L centered along the circular predicted path, the classification moduledetermines the vulnerable road useris not located along the trajectory of the vehicle. Accordingly, the vulnerable road user warning systemmay continue monitoring data received from the communication network.

40 80 66 40 10 10 40 40 80 66 40 10 12 10 40 In response to determining the y-coordinate of the vulnerable road userfalls within the lateral distance threshold value L centered along the circular predicted path, the classification moduledetermines the potential imminent contact exists between the vulnerable road userand the vehicle. In other words, in response to determining the stopping distance of the vehicleis less than or equal to the position of the vulnerable road userand the position of the vulnerable road userfalls within the lateral distance threshold value L centered along the circular predicted path, the classification moduledetermines the potential imminent contact exists between the vulnerable road userand the vehicle. As mentioned above, the vulnerable road user warning systemmay then execute one or more preventative actions to avoid contact between the vehicleand the vulnerable road user.

2 8 FIGS.and 1 FIG. 1 FIG. 70 20 26 10 46 44 36 10 70 20 20 32 40 120 46 10 Referring to, in embodiments the traffic signal moduleof the one or more controllersmay instruct the autonomous driving system() to delay launching the vehiclefrom a stop at an immediate intersectionwhere a traffic signal controlleris located based on one or more signal phase and timing and map data (SPAT/MAP) messages that are part of the wireless signals received from the communication network(). In embodiments where the vehicleincludes a start-stop engine, the traffic signal moduleof the one or more controllersmay also instruct the start-stop engine to delay the automatic start based on the SPAT/MAP messages as well. Furthermore, in embodiments the one or more controllersmay also instruct the displayto generate a warning message indicating the presence of a vulnerable road userlocated in an immediate crosswalkof an immediate intersectionwhere the vehicleis stopped.

44 46 44 70 20 10 120 46 10 20 40 120 36 40 Although SPAT/MAP messages are described, it is to be appreciated that any other wireless communication protocol that indicates information regarding the traffic signal controllersand the geometric data regarding the intersectionwhere the traffic signal controlleris located may be used as well. Specifically, the traffic signal moduleof the one or more controllersmay determine the current lane of travel of the vehicleas well as identify the immediate crosswalkof the immediate intersectionwhere the vehicleis stopped based on the wireless signals. The one or more controllersalso determine the presence and location of the vulnerable road useralong the crosswalkbased on the wireless signals from the communication networkindicating a location, speed, and trajectory of a vulnerable road user.

40 46 44 70 40 120 46 10 70 20 26 10 46 44 40 120 70 20 40 120 In response to determining the vulnerable road useris located along the immediate intersectionwhere a traffic signal controller, the traffic signal modulethen determines when the vulnerable road userenters and exits the immediate crosswalkalong the immediate intersectionwhere the vehicleis stopped. The traffic signal moduleof the one or more controllersmay then instruct the autonomous driving systemto delay launching the vehiclefrom a stop at an immediate intersectionwhere the traffic signal controlleris located based on when the vulnerable road userenters and exits the immediate crosswalk. In embodiments, the traffic signal moduleof the one or more controllersmay also instruct the start-stop engine to delay the automatic start based on when the vulnerable road userenters and exits the immediate crosswalk.

Referring generally to the figures, the disclosed vulnerable road user warning system provides various technical effects and benefits. It is to be appreciated that sometimes a vehicle's perception sensors may be unable to detect vulnerable road users in the surrounding environment due to a variety of reasons such as, for example, reduced visibility, an obstructed line-of-sight, or a limited field-of-view of the perception sensors. The vulnerable road user warning system provides an alternative approach for detecting and classifying the location of a vulnerable road user with respect to a vehicle based on the wireless signals received from the communication network instead of relying upon perception data. The vulnerable road user warning system also instructs the vehicle to execute one or more preventative actions to avoid contact between the vehicle and the vulnerable road user in response to determining potential imminent contact exists between the vulnerable road user and the vehicle.

The controllers may refer to, or be part of an electronic circuit, a combinational logic circuit, a field programmable gate array (FPGA), a processor (shared, dedicated, or group) that executes code, or a combination of some or all of the above, such as in a system-on-chip. Additionally, the controllers may be microprocessor-based such as a computer having a at least one processor, memory (RAM and/or ROM), and associated input and output buses. The processor may operate under the control of an operating system that resides in memory. The operating system may manage computer resources so that computer program code embodied as one or more computer software applications, such as an application residing in memory, may have instructions executed by the processor. In an alternative embodiment, the processor may execute the application directly, in which case the operating system may be omitted.

The description of the present disclosure is merely exemplary in nature and variations that do not depart from the gist of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure.